Coustkuctiow of ships oe otheb navigable vessels



ROLLIN GERMAIN, OF BUFFALO, NEI/V YORK.

CONSTRUCTION F SHIPS OR OTHER NAVIGABIE VESSELS.

Specification of Letters Patent No. 26,099, dated November 15, 1859.

To all whom 'it 'may concern:

VI, VII, and VIII are sections of the me- Be it known that I, RoLLiN GERMAIN, of tallic plates used in the construction of the the city of Buffalo, in the county of Erie vessel, and showing the manner of connectand State of New York, have invented cering and fastening the same together. Figs. 60 tain new and useful Improvements in the VI and VII (each) show a plan or form of Form and Construction of Vessels for Naviiron knee and the manner of fastening the gation; and I do hereby declare that the folplates and knees together. Fig. IX is a seclowing is a full and exact description theretion of the two walls of the vessel, showing f of, reference being had to the accompanying the manner of connecting and bracing the 65 l0 drawings and the letters of reference same. Fig. X is a cross section of a smoke marked thereon. pipe.-

The nature of my invention consists in For the purpose of description I will dif ,f certain devices, arrangement and shape of vide the vessel into three sections; viz., bow the parts of a navigable vessel by which a section, stern section, and middle section. 70

15 vessel of extreme length compared with its From L to the line M M (Fig. I) is the bow 5 l breadth of beam and draft may be built, section. From the line O P to Q is the stern if possessing steadiness, stability, safety, casection. Between the lines M IWI and O P is pacity, strength and economy, and capable the middle section. By the termbreadth of of a very high degree of velocity. beam herein used, is intended the breadth of 75 The principal features of a vessel conthe vessel below the water line exclusive of l, structed as hereinafter described are, 1st, the fin-like projection. opening the track of the vessel through the The form of structure is thus determined: f water by surfaces inclined exceedingly near 1st, having reference to the contemplated l to the line of movement; 2d, permitting the use (as for river, lake, or ocean navigation) 80 ,f 252 water to close in, after the vessel, alongv I. determine the suitable draft, and the surfaces inclined exceedingly near to the breadth of beam necessary for steadiness. line of movement; 3d, combining very great Qd, with a like reference to use, and upon a length, with comparatively narrow breadth careful calculation of the strength of maof beam; and light draft of water; 4th, conterial to be used in the construction, I de- 85 structing the exterior parts of the vessel, termine the greatest length which, with the L.' which move through the atmosphere, indraft, and breadth of beam already deteri oluding smoke pipes, pilot house, &c., in a mined, and a nearly uniform taper to a point manner similar to that already described, or edge, may be given to the bow section, 5 as to the parts which move through the consistently with the required strength,- 90 l water; 5th, a V-shaped, fin-like projection thereby securing the least practicable angle f' along the sides of the vessel, below the water of inclination of its surfaces to the line of line; 6th, the adaptation and use of the exmotion, which angle should not exceed three treme after part of the vessel, for the purand a half degrees, for the parts below the poses of a rudder; and 7th, joining the mewater line. 3d, the stern section should be 95 40 tallic plates, knees, ribs, &c., used in the made substantially of the same shape and construction of the vessel, so that they shall dimensions as the bow section, a portion hook or lock together, and be as strong at thereof being hinged and used for the purthe fastenings, as at any other part thereof, poses of a rudder. 4th, the middle section V and at the same time, present a smooth and should be made with sides nearly or quite 10( even exterior surface. parallel to the line of motion, and as long uw.. To enable others skilled in the art, to as convenience will permit. Great length make and use my invention, I will proceed not being considered a cause of weakness,

to describe the same. but the opposite, and the resultant advan- Figure I is a side elevation of a vessel tages of increased capacity in this part of 105 constructed according .to my improvements. the vessel,unattended by any resistance from Fig. II is a bottom plan of the same. Fig. the water, except friction,being so numerous III is a section of a portion of the bow. and great, there is left no other 'limitation Fig. IV is a section of a portion of the stern, on length, aside from4 the amount of busi- "w'w" showing how its extreme after part is adaptness, but simply that of convenience in man- 11 ed to the purposes of a rudder. Fig. V is a agement of the vessel, especially in chancross section of the vessel midships. Figs. nels and harbors. henever this limitation water line on one side to the water line on the other side, at the middle of the middle section, and from every point in this last described line, right lines be drawn to each end of the first-described line, the average of all the angles made by with the lirst described line, will not exceed one and a half degrees. Angles are avoided and curved lines used where the sections J A (Fig. V) represents a V shaped fin like projection, being a part of the vessel onthe sides, below the water line, and commencing with a point or edge in the bow and stern sections, and enlarging gradually until it attains its full size, which, in this case, is at a point near the middle of the length of the bow or stern section. It may continue of uniform size along the middle section of the vessel, as represented in the drawings, or it may diminish or altogether disappear as it Yapproaches the middle section. The object of this device is mainly to stiften and strengthen the bow and stern sections and thus enable me to incline their surfaces much nearer to the line of motion, than could otherwise be done and retain sufficient stiffness and strength. This device also increases the buoyancy and steadiness of the vessel.

B (Fig. IV) represents a joint which converts the after part of the stern section into a rudder. This joint occupies the whole thickness and height of the stern section where it occurs, and allows the rudder to turn freely to guide the vessel. In order to preserve a smooth surface in Contact with the water, I make a sheathing of spring steel or other elastic material which covers the joint, but is not fastened at the after edge, so that the rudder in turning will slightly flex and raise the edge of such sheathing, and still give the water a smooth passage over the joint. This device is represented at Z. The rudder (B2) may be worked by any of the approved methods.

C C (Fig. VI) are metallic plates used in the construction of the vessel. They are made thicker at their lapping ends, than at the middle, to compensate for the waste of rivet holes and notches, and insure as much strength at their connections as at other parts. The lines C2 show a series of corresponding notches, made in each plate so that they clutch and hold together and relieve the strain upon the rivets. Fig. VIII shows another form' of constructing the plates, so

these last lines aaoee that they will hook together, as shownat C3. Fig. VII represents another form of constructing the ends of the plates, in which they do not overlap each other, but the plates and the iron knee (D) are correspondingly notched, so that the plates and knee clutch together, the knee operating to bind and hold the plates. The rivets (or bolts) E pass through the plates and knee, and thus the plates and knee are combined and firmly held together. The rivets are countersunk on the outside so as to make the outside surface smooth.

D D (Figs. VI and VII) represent two forms of knee which may be used in construction of the vessel, and to which the plates are connected as before described.

F (Figs. VI and VII) is an edge view of the metallic plates used in the construction of the double walls to bind Athe two sides thereof together, and F (Fig. IX) is an edge view of said walls. E E are bolts or rivets to fasten said plates to the knees.

H H (Fig. IX) represent timbers and the manner of laying up the same for the purpose of bracing and supporting the main walls of the vessel. Double walls, thus braced and supported, are used in large vessels for the entire hull, including the bottom and fin like projection, and the bow and stern sections up to the point where these become so thin, in their wedge like form, as to admit of solid wood or iron as represented by I and J (Figs. III and IV) and X Y (Fig. V). Each cell formed in the double walls by the cross walls, is water tight, and the interior of the vessel, below themain deckshould be divided Vinto convenient water tight compartments. v

K K (Fig. V) are inside walls Which run lengthwise nearly through the vessel, and are made of metallic plates in a manner similar to that of the outside walls. The top of each outside wall (X Fig. V) is a compact mass of iron, gradually diminishing in size toward each end of the vessel., The corresponding portions of the wallsV at the bottom, and the outside edges of the fins are filled with solid wood, as represented at X Y.

R, deck floor, made of metallic plates joined together, as before described. A knee is formed on the end of the plates where they connect with the walls as shown at S. T, pillars for supporting the decks. U, hollow iron beams filled with wood, for supporting the upper deck. R2, overhanging decks which project from the sides of the vessel, an equal distance, in this instance, with the fin like projection A. In the space between these, are the propeller or paddle Wheels, any number of which, with the engines necessary to obtain the requisite power and speed, may be used. y .e dotted lines representing bolts; r3, braces; N, Wheel house; V, pilot house; W, chimney or smoke pipe.

The form is shown by a cross section thereof (F ig. X) and the same figure may be taken to represent the pilot house, which is o f like shape in its cross section but of larger size.

- The size and top of the vessel should be as high, in the middle parts, as steadiness will permit, sloping inward and downward along the narrow extremities, so as to present to the atmosphere, surfaces slightly oblique to the line of motion, substantially as already described for the surfaces exposed to t-he water.

All parts of the vessel above the water, and exposed to the resistance of the atmosphere, should be made to conform as nearly as may be, to the general principles of construction herein set forth. The whole exterior surface of the vessel should be made even and smooth, particularly those which move in the water.

The drawings show a vessel with the water surfaces of the bow and stern sections tapered partly from the bottom, and partly from the sides. In practice, this may be done altogether from the sides, or bottom, or, in other proportions from both.

I hereby disclaim including in this specification, or in any of the following claims, vessels of less than twenty tons burden.

I claim as my invention, and desire to secure by Letters Patenti l. Vessels for navigation when the bow and stern sections shall taper uniformly, and the vessel below its water lines, be of the form and model substantially as described,

and when the relative proportions, as to length, breadth of beam, and draft of Water shall be such that if a right line be drawn longitudinally through the middle, commencing at the water line at the bow and terminating at the water line at the stern (when the vessel is loaded) and another line be drawn at right angles to said line along the water surface from the water line on one side to the water line on the other side at the middle of the part of the vessel where a cross section below the water line is greatest, and from every point in this last described line, right lines to be drawn to each end of the first described line, the average of all the angles made by these last lines, with the first described line, shall not exceed two degrees.

2. The combination of the fin-like projection V, with a vessel constructed below its water lines substantially as herein described.

3. The combination of the overhanging deck, with a vessel constructed below its water lines substantially as herein described.

4. Constructing the pilot house and smoke stacks (separately) in respect to their forward and rear parts in a tapering or wedgelike form substantially as herein set forth.

5. The combination of the notched plates C, C, the iron knee D, and rivets E, with a vessel constructed substantially as described, for the purposes set forth.

Buffalo, February 8, 1859.

ROLLIN GERMAIN.

IVitnesses:

R. WV. HAsKINs, T. J. SIZER. 

